Brake-rigging.



T. L. BURTON.

BRAKE BIGGING.

APPLICATION FILED JULY25,1013.

Patented June 30,1914.

3 SHEBTS-BHEI IT 1.

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' WITNESSES T. L. BURTON BRAKE RIGGING.

APPLICATION rxmm nuns, 101s.

Patented June 30, 191 1 3 UNITE-SHEET 2 WNESSES 4\ mm CL fi- M4? Arm E) T. L. BURTON.

BRAKE RIGGING.

APPLICATION FILED JULYBB, 1013.

Patented June 30, 1914.

ATTO EY .UliHTlElD %TATtlEJt:l PATEN"lY @Fhlm l.

THOMAS L. BURTON, (IF IPIfLTSBURGH, PENNSYLVANIA, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO THE- AMERICAN BRAKlZi COMPANY, OF ST. LOUIS, MIESOURI, A CORPO RATIGN 0F MISSOUIt-I.

BRA. KEILIG GING.

Specification 6r Letters Patent.

"atenlod Juno 3t 519i l.

To all whom it may concern:

Be it known that I, lnoi\i'. \s L. llnn'ron, a citizen of the United. States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a certain new and useful lnn'lro'vement in Brake-lliggingof which improvement the following; is a specification.

This invention relates to foundation brake rigging of what is known as the clasp type, in which brake shoes are up cd to both. sides of each pair of truek wheels. the obj t being to provide an improvm'l design of this character in which the power from the hr: he cylinder is applied to an intermediate lever located toward the center or the truck, and having connections extending in opposite directions to the truck levers. In this way, the lines o'lf pull are lineught substantially through the center line of the truck, the stresses being more nearly symnietrical and applied with equalized pressure upon all brake shoes.

In the accompanying drawings: Figure 1. is a. plan of one form of clasp type brah'o rigging, embodying my improvement, and applied to a. four wheeled truck; lfig. '3, a longitiulinal sectional view of the same, showing the. lovers in elevation; l ig Il a plan, showing my improvementapplled in connection with a brake rigging l'or six wheeled trucks; Fig. -l, a loxnrilmlinal sci tion. of the same; Figs. 5 and (l, a plan and longitudinal section respectively, showing a slightly modified form of rigging lor tour wheeled trucks; and, l igs. 7 and ti, :1 plan I and longitudinal section, respectively, show ing a modification as applied to six wheeled trucks.

My improvement is particularly designed for use in connection with pivoted trucks having a plurality o li pairs of wheels, usually four or six, as m'nployed at hoth ends ol a car, and having brake shoes applied lo both sides of each pair of wheels. ixccmding to the ermstruction shown in Figs. 1 and Q, the two pairs. of truck wheels each have brake beams, B, applied to both sides, the truck lovers, 1, 2, 3, and it, being each pivoted at an intermediate point to one of said beams, and the lower ends of said pair of truck. levers being coupled by the respective pull rods. and 5). According to one of the features of my innn-ovemcnt, an intermediate floating lever, 5, is located at a pointfnear or toward the center plate, 0, or pivot point of the truck, and has (KHHHELlIllIg rods extending; in opposite directions for operating the truck lovers, the intermediate lever being actuated by a brake cylinder pnll rod, 12, connected directly or ii'ulireelly to the piston rod of the brake cylinder, which is ordinarily located toward the center of the car, and at some distance from the truck.

As shown in Figs. 1 and 2, the interlncdh ate looting lever, 5, has a pull rod, ll, connecting its end to the upper end of the truck lever, -1, at the far end of the lruclc in one direction, while a second intermediate lever, (l, with a. fixed i'ulcrum at one end, is connectcd by pull rod, It), with the upper end of the truck lever, 1, at the end of the truck in the opposite direction, the intermediate lovers, ii, and (i. hein coupled together at their middle points by the rod, 7. In this case, the truck lovers, 2 and 3. constitute the so-called dead truck levers, having their upper ends each pivoted to a fixed tale-rum on the truck lramc. The truck levers are usually inclined at an angle ol" about l5". or some other angle, in order that the rods may conveniently clca r the axles and members ol the truck frame, and the lovers are all so' calculated and proportioned as to produce an equalized bralce pressure upon all of the shoes. By means ol this construction, the power from the brake cylinder pull rod, 12, is applied near the ccntcr ol the truck, and is transmitted therefrom through the pull rod (.(mneclions in opposite directions to the ILSINCliVQ sets o'l truck levers. in this way, the swiveling, movement of the trnclc does not nulteriallv all'cct the dirrctirm of up plication of the braking stresses which are sulxstuntially syInnu-trical with rctcrcru'e lo the truck, and are applied with equal pres-- sure to all brake shoes.

In the six wheeled truck brake r/gpging shown in Figs. 3 and 4, thetruck levers, l",

2*, .3, 4*, 5 and 6, are pivoted at their lower 1 respectively, while the upper ends of levers,

levers, l and 5, by rod, 14. The ir'ltermediate-floatin lever, 5, in this case, has a connecting ro 11", coupled to the middle point of truck lever, 4c, in the direction. toward one end of'theftruck, while the intermediate "3y, rod, 10, with the truck lever, 8, in the 2 and 3, are connected by rod," 13, and

lever, 6, having the fixed fulcrum, is coupled by brake cylinder pull rod, 12, the same as before describedin connection with Fig. 1.

The construction shown in Figs. and 6, is substantially the same asthat of Figs. 1 and 2, except that the truckdevers, 1., 2,3,

and l, are pivoted at their lower ends to the brake beams, while the pull rods, .S'and 9, areconnected at the middle points of the levers, lIISlZGILdQf at their lower ends. In

this arrangement-also, the connecting rods, 10 and 11, from the intermediate levers are attached to the adjacent truck levers, 2 and 3 respectively, Otherwisethe operation is the same, and will be; readily understood.

I In Figs. 7 and 8,, the construction is substantially the same as that shown in Fi s. 3 and eyexcept that the pair of'interme iate levers with theiropnnections is inserted between one of the truck levers of the center pair bf wheels, and'the adjacent, truck lever of the end pair of wheels, instead of between the truck levers of the center pair of wheels. According to this arrangement, the rod,'ll, connects the intermediate lever, 5, with the 'upper' end of truck lever, 5 and rod, 10

connects intermediate lever, 6, with truck lever, 4}, while the "tru'ck levers, 3 and 4,

of the center air of wheels are coupled by rod, 14. In t is case, the-inteririediatelever is not located quite as near thei'tenter of the truck as it is-in the other designa but the operation and the advantageous results are substantially understood. .1

Having now described my invention, what I claim as new and desire to secure'by Letters Patent, isz, 1 v

1. In a brake rigging forpivoted trucks having a plurality of pairs of Wheels, the combination with brake shoes applied to both sides ofeach pair of wheels, and truck levers for the same, of an intermediate floating lever and an intermediate lever with a fixed fulcrum located near the center of said truck, and having connecting members' extending in opposite dircptlons therefrom to actuate said truck levers with equalized pressure upon the brake shoes, and a brake the same, as will be readily L cence cylinder pull rod for truck, and having'ja pull" rod connected to one of said truck 1evers,pull rods connectin the truck levers of each pair of wheels, an another intermediate lever having 'a fixed fulcrum and coupled to the first intermediate lever and to another truck lever. opposite direction, the intermediate levers being connected by the rod, 7, and actuated;

8. Inc brake rigging forfpivoted trucks havinga plurality of pairs of wheels, the combination withbrake shoes applied to both sides of, each-pair of wheels, and truck levers for the same, of an intermediate floating lever located near the center of said truck, and having a connecting member for actuating the truck levers toward one end' of the truck, another", intermediate lever actuating one of said for pivoted trucks I coupled tothe first lever and having a fixed fulcrum, a connecting member for actuating the truck levers toward the other end of the truck, and a brake cylinder pull rod attached to the first intermediate lever.

at. In a brake rigging for pivoted trucks: having a plurality of pairs of wheels, the combination with brake beams and shoes applied to both sides of each truck levers pivoted to sai and pull rods for said truck levers, of a floating intermediate lever I located near the center of said truck and having a pull rod connection withthe adj acent truck lever, another intermediate lever with a fixed fulcrum' also located near the center of said truck and having a pull rod connection with (pair, of wheels,

its adjacent truck lever, a rod couplin said intermediate levers together, and a rake cylinder pull. rod attached to the floating intermediate lever.

5.- In a brake rigging for truckshaving a plurality of pairs of wheels, the combination with brake beams and shoes applied to. both brake beams,

sides of each pair ofwheels,truck levers pivoted at their lower ends to pull rods. connecting said intermediate levers near the'center of the truck, one being a floating lever, and the other having a fixed fulcrum and each having a pull rod connection with one of the said beams, and

truck levers, of.

truck levers, a'rod coupling said intermediate, levers together, and. a brake cylinder pull rod attached to one of said intermediate levers;

6. In a brake rigging for: six wheeled trucks, the combination with brake beamsand shoes applied to both sides of eachpair of wheels, truck levers pivoted to said beams, of a floating intermediate lever near the center of said truck'and havinga pull rod connection with one of the truck levers In tosllnmny whereof I have hereunto set of the center pan of Wheels, another lntermy hand.

first intermediate lever and with the other truck lever of said center pair of wheels, \Vitncssvs:

and a brake cylinder pull rod attached to the J. SNOWDEN BELL, first intermediate lever. EDWARD A. WRIGHT. 

